Governor



M. MALLORY April 25, 1950 common 2 Sheets-Sheet 1 Filed Sept. 8, 1947 lloa 2000 500 I006 mac SNGINL SPEED INVENTOR. Mar/on Mafia/y @M M "m. M

m N n m T A April 25, 1950 M. MALLORY GOVERNOR Filed Sept. 8, 1947 2 Sheets-Sheet 2 INVENTOR.

Mar/on /V0//0/y ATTdR VEYS Patented Apr. 25,. 1950 UNITED S ATES PATENT OFFICE Marlon Mallory, Detroit, Mich.

Application September 8, 1947, Serial No. 772,867

This invention relates to a governor for controlling the speed of an internal combustion engine.

It is an object of this invention to produce a governor for controlling the speed of an internal combustion engine which is reliable and eflicient in operation, of simple structure, and relatively less expensive toproduce than engine governors now in use.

Fig. 1 is a sectional view partly in elevation showing my engine speed governor with the throttle wide open.

Fig. 2 is a graph showing a suction curve wherein the suction is in direct relation with engine speed.

Fig. 3 is a view similar to Fig. 1 but showing the governor throttle in closed or idle position.

Fig. 4 is a section along the line 4-4 of Fig. 3.

Referring more particularly to the drawings, the various parts of my engine governor are as follows: carburetor housing I, intake passageway 2, air inlet opening 3, fuel mixture outlet opening 4 to the engine, float bowl 5, carburetornozzle 6, venturi 1, governor throttle valve 8 mountedon shaft 9 journalled in housing I, crank arm l8 fixed on shaft 9, rod pivotally connected to crank l and fixed to flexible diaphragm l2 of suction device l3, compression spring I acting between diaphragm I2 and housing l5 and tending at all times to hold governor valve 8 in open position, orifice I6 in the intake passageway on the engine side of valve 8 and connected by conduit i1 and branch conduit l8 with the suction chamber IQ of suction device l3, orifice 28 controlled by valve 2| for bleeding conduit H to atmosphere, diaphragm 22 to which valve 2| is mounted, suction chamber 23, suction device housing 24, conduit 25 connecting suction chamber 23 with orifice 28 positioned in the intake passageway 2 on the engine side of governor valve 8 and connected by branch conduit 25 with orifice 21 in venturi 1, compression spring 29 in housing 24 anchored at one end to diaphragm 22 and at the otherend to adjusting screw 30, adjustable needle valve 32 in conduit 26 and adjustable needle valve 33 in conduit 25 between orifice 28 and branch conduit 26.

Assuming that throttle valve 8 is wide open, as shown in Fig. 1, the engine speed will gradually increase and the suction in line 25 and suction 8 Claims. (Cl. 123-103) z sides of the throttle valve, orifice 28 being subjected to the intake manifold suction or vacuum on the engine side of valve 8 and orifice21 bein subjected to the venturi vacuum or suction. Orifice 21 is preferably located in the venturi 1 but it can be located elsewhere in the intake passageway 2 but must always be situated on the atmosphere side of valve 8. The connecting of orifices 21 and 28 together by conduit 25 blends the intake manifold suction and venturi suction together which produces a vacuum curve 3| (Fig. 2). It will be noted curve 3| is a straight line and that the vacuum obtaining in conduit 25 and suction chamber 23 increases or decreases in direct relation to the engine speed regardless of the throttle position or the engine load, and when the air bleed valve 2| to suction device. I3 is operated from such a suction curve, the governor valve 8 will function in direct relation to the engine speed.

As above stated, the suction in line 25 and chamber 23 increases in proportion to the engine speed and when this suction or vacuum becomes great enough diaphragm 22, acting against compression spring 29, will begin to draw air bleed valve 2| closed. When valve 2| closes air bleed orifice 28, then the vacuum obtaining at orifice I6 is impressed upon suction chamber |9 of the suction device or servo-motor l3, thereby causchamber 23 will increase in proportion to engine ing diaphragm l2 to move toward the left compressing spring l4 and moving valve 8 toward closed position. Valve 8, however, will not move to the fully closed position, such as shown in Fig. 3, except under unusual conditions where no load is imposed upon the engine, such as might occur if the automotive vehicle were running at its governed speed downhill. However, when valve 2| closes air bleed 20 and valve 8 starts toward closed position, in the event that the engine speed slows down, the suction will drop in line 25 and valve 2| will start to move toward open position bleeding air into suction device l3 permittin spring M to move governor valve 8 toward open position. Air bleed valve 2| is positioned so that it closes against the vacuum obtaining in line l1. In other words, the vacuum obtaining in line I! tends to hold valve 2 away from its seat.

Suction device 24 will never be subjected to the highest intake manifold vacuum obtaining at orifice 28, such as would occur when valve 8 is fully closed, because as valve 8 moves toward closed position, orifice 21acts as an air bleed to orifice 28 and bleeds down the manifold vacuum and should the engine'start to slow down slightly due to increased load, the lower vacuum at orifice it permits spring H to start valve toward open position. As governor valve 8 moves toward open position, the vacuum drops at orifice 28 but orifice 21 now becomes a suction orifice due to increased velocity of the air flowing through venturi I by orifice 21 and thereby prevents a sudden drop of suction or vacuum in suction chamber 23. Thus, air valve 2!, operated by servomotor 24, is very sensitive to any change in the engine speed. Thus, as the engine reaches its governed speed servo-motor it responds quickly to close air bleed valve 2| which in turn causes servo-motor 24 to move valve 8 toward closed position and the instant the engine speed begins to fall below governed speed, servo-motor 24 responds to open valve 2! thereby bleeding down the vacuum in chamber is and permitting spring H to move throttle valve e toward open position. Thus, my governor acts as a robot to operate valve 8 in response to fuel demands of the engine under varying loads to maintain the desired or predetermined governed speed. Screw 30 can be adjusted to regulate the compression of spring '29 in suction device 23 and by adjusting this screw any desired governed engine speed can be had. The tighter spring 29 is made by adiusting screw 30 downwardly, the higher the speed at which the engine will be governed and vice verse.

I have shown suction device l3 operated off of the intake manifold suction because that is the most convenient and economical source of power for operating suction device I3. Howeventhe vacuum for operating suction device is can be obtained from any other suitable source desired, such, e. g., as an engine driven vacuum pump.

Adjustable needle valves 32 and 33 are preferable but not necessary. The adjusting of these valves facilitates blending the Venturi vacuum and manifold vacuum together to obtain a result ant vacuum. in suction device 26 which is in direct proportion or relation to the speed of the engine.

I claim:

1. in an internal combustion engine having an 4 intake passageway provided with a throttle valve for controlling the flow of motive fluid to the engine and a first servo-motor actuated through changes in fluid pressure and connected to said throttle valve for imparting movement thereto. the improvement comprising a fluid bleed for changing the efiective pressure acting upon said first servo-rotor, a valve controlling said fluid bleed, a second servo-motor connected to said fluid bleed control valve, and a conduit connecting said second servo-motor into the intake pas= sageway on opposite sides or the said throttle valve whereby said second servo-motor is influ-= enced by a blending of the fluid pressures ohtaining in the intake passageway on opposite sides of the throttle valve and responds to move said air bleed valve toward closed position when the pressure resulting from the blending of said fluid pressures falls below a predetermined pres sure thereby causing said first servo-motor to move said throttle valve toward. closed position.

2. In an internal combustion engine having an intake passageway provided with a throttle valve for controlling the flow of motive fluid to the engine and a first servo-motor actuated through changes in fluid pressure and connected to said fluid bleed control valve, a venturi in said intake passageway on the atmosphere side 01' said throttle valve, an orifice in said venturi, and an orifice in said intake passageway on the engine side ,of said 'throttle valve, a conduit connecting said pressures falls below a'predetermined pressure throttle valve for imparting movement thereto,

thereby changing the effective pressure actin upon said first servo-motor and causing said first servo-motor to move said throttle valve toward closed position.

3. The combination as set forth in claim 2 including a second 'oriflce positioned on the engine side of said throttle valve, and a conduit connecting said second orifice with the first servomotor whereby the first servo-motor is actuated by the vacuum in the intake passageway on the engine side of the throttle valve.

4. The combination as set forth in claim 3 wherein the first servo-motor responds to intake passageway vacuum to move said throttle valve toward closed position, and resilient means tending to move said throttle valve toward open position.

5. The combination as set forth in claim 4 including resilient means tending to hold said air bleed valve open. 1

6. In an internal combustion engine having an intake passageway provided with a throttle valve for controlling the flow of motive fluid to the engine and a first servo motor actuated through changes in fluid pressure and connected to said throttle valve for imparting movement thereto, the improvement comprising a fluid bleed for changing the efiective pressure acting upon said first servo-motor, a valve controlling said fluid bleed, a second servo-motor connected to said fluid bleed control valve, a venturi in said intake passageway on the atmosphere side of said throttle valve, an orifice in said venturi, and an orifice in said intake passageway on the engine side of said throttle valve, a conduit connecting said second servo-motor with said two orifices where. by said second servo-motor is influenced by a blending of the fluid pressures obtaining in the venturi and in the intake passageway on the en gine side of the throttle valve and responds to move said air bleed valve toward closed position when the pressure resulting from the blending of said fluid pressures falls below a predetermined pressure thereby changing the efiective pressure acting upon said first servo-motor and causing said first servo-motor to move said throttle valve toward closed position, resilient means tending to hold said air bleed valve open, and means" for adjusting the tension of said resilient means whereby when the tension of the resilient means is increased the governed speed of the engine is increased.

7. In an internal combustion engine having an intake passageway, a venturi in said intake passageway, a throttle valve on the engine side of said venturi for controlling the flow of motive fluid to the engine, and a first servo-motor actuated through changes in fluid pressure on the engine side of, said throttle valve and connected to said throttle valve for imparting movement thereto, the improvement comprising an air bleed tor changing the effective pressure acting upon I said first servo-motor, a

valve controlling said air bleed, a second servo-motor connected to said air bleed control valve, an orifice located in said venturi, and a second orifice located in said intake passageway on the engine side of said throttle valve, a conduit connecting said orifices together and into said second servo-motor whereby said second servo-motor is influenced by a blending of the pressure obtaining in said intake passageway on the engine side of said throttle valve and the pressure created by the velocity of the fluid flowing through said venturi, said second servo-motor responding to said blending of pressures to move said air bleed valve toward closed position when the vacuum resulting from the blending of said fluid pressures exceeds a desired value thereby causing said first servomotor to move said throttle valve toward closed sageway, a throttle valve on the engine side of said venturi for controlling the flow of motive fluid to the engine, and a first servo-motor including a flexible diaphragm, a conduit connect:

ing said first servo-motor on one side of said flexible diaphragm with the intake passageway on the engine side of thethrottle valve, the other side of said flexible diaphragm being subjected to atmospheric pressure whereby the flexible diaphragm is actuated through: changes in fluid I pressure on the engine side of the throttle valve, a connection between said flexible diaphragm and throttle valve whereby the flexible diaphragm 6 imparts movement to the throttle valve, the improvement comprising an air bleed for changing the effective pressure acting upon said first servomotor, a valve controlling said air bleed, a second servo-motorincluding a flexible diaphragm connected to said air bleed control valve, an orifice located in said venturi, a second orifice located in said intake passageway on the engine side of said throttle valve, a conduit connecting said orifices together and to said second servo-motor on one side of said flexible diaphragm, the other side of the said flexible diaphragm of said second servo-motor being subjected to atmospheric pressure whereby said second servo-motor is influenced by a blending of the pressure obtaining in said intake passageway on the engine side of said throttle valve and the pressure created by REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PATENTS Name Date Mallory Aug. 22, 1944 Number 

